Rotary valve mechanism for internal-combustion engines



March 18, 1930. A. F. STUART ROTARY VALVE MECHANISM FOR' INTERNAL COMBUSTION ENGINES v Filed Dec. 1927 4 Sheets-Sheet l Mud! 1930; A. F. STUART 1,750,733

ROTARY VALVE MECHANISM. INTERNAL COMBUSTION ENGINES Filed Dec. 1. 1927, A-Shoets-Sheat 2 Invenlor.

ALBE/FTFLS-ruA/FT.

TTOR/YEY.

.March. 18, 1930.

A. F. STUART ROTARY VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Dec. 1, 1927 4 Sheets-Sheet 3 IIIHIIIIHII Invenlbn ALBEA f'KfiunrT,

JQTTORIYgY.

March 18, 1930. A. F. STUART 1,750,733

ROTARY VALVE MECHANISM FOR INTERNAL-COMBUSTION ENGINES Fi led Dec. 1. 1927 4 Sheets-Sheet 4 Inventor:

A; BE/PT/TJn/A R7 i zaw Patented Mar. 18, 1930 ALBERT I. 8'1'UAB'1,-OF PORTLAND, MAINE norm! VALVE MECHANISM roa mrnanmcomaus'rion menu-2s Application med December 1, 1927. Serial n. 287,006.

My invention relates, in general terms, to internal combustion engines. The novelty and chief characteristic of the invention consists in the employment of a. single revoluble 5 valve structure designed to operate in connection with a plurality of cylinders-each having but one port.

A particular object sought is to economize inthe matter of cylinder s ace, and to'this 10 end I make the cylinders ouble acting, by which I mean that an explosion chamber is provided at each end, the pistons receiving the impact of the explosion on each side alternately.

Another object is the arrangement of the ports and passages in the valve whereby the admission of new and the discharge of burned gases to and from the cylinders is efiected y the use of but one port in each cylinder.

made for lubricating the moving parts of the engine automatically, and the regulatory means su plied to deliver the proper quantity of In ricant to the several parts as each may require.

And a still further object concerns the compact construction possible by the use of double-acting pistons in conjunction with my unitary valve structure which serves simultaneously two cylinder block units operative on two separated points on the valvecircumference.

Other objects will be apparent from reading the description hereinafter found in the specification, and in the accompanying drawings wherein is disclosed one embodiment of my invention which, at the present time, I.

Fig. 6 is a fragmentary, sectional elevationtaken on line 66, Fig. 1;

Fig. 7 is a fragmentary, sectional elevation showing the cross-head in up position;

A further object resides in the provisions Fig. 8 is a sectional plan taken on line 8-8,-

F igi. 9 is a sectional plan taken on line 9-9,

Fig. 10 is a fragmentary. sectional elevation of'the crank-case, and the view completesthe vertical section through the engine partially shown in Fig. 4,the gears being shownin full;

Fig. 11 is a longitudinal, vertical section through the crank-case showing the crankshaft and gear for rotating the valve;

Fig. 12 is a diagram showing the circular surface of the valve developed into a flat plane surface;

' Fig. 13 is a fragmentary perspective view of the sleeve valw e, and e Figs. 14, 15, 16 zml J show the successive po itions of the alw relative to the cylinder ports on each quarter re\ olution,-the sec tions bein taken through the upper ports of the c vlin ers on a line coincident with line 8 8, Fig. 4.

Similar reference characters indicate like parts in all views; 75

Referring to the drawings, 1 represents the upper portion of the (sank-case. 2 the lower portion thereof.3 the c1-ank-shaft.-lthecranks and 5 one of the connecting-rods of the engine.

Extending upwardly from the portion 1 are two cylinders 6, 6, each being in vertical alignment with its respective crank 4. Reciprocable in each of these cylinders, 6, is a cross-head 7 with which the connecting-rod 5 'makes connection at the wrist-pin 8.

At the top end of one of the cylinders 6, as seen in Fig. 4, is a header 9 and disposed in vertical order thereabove arethe two power cylinders 10 and 11 and the interposed header 12'. On the top of cylinder 11 is a cover 13 and the whole vertical assembly of cylinders headers and cover, which, collectively I call cylinder block A, is secured together by means of the bolts 14 operable in the ears 15.

A similar combination of parts, designated as cylinder block B, is placed over the other cylinder 6, providing two multi-cylinder blocks, corresponding parts in both blocks being cast integral.

Located intermediate the two cylinder blocks A and B, and outwardly removed from the longitudinal central line therethrough, is a valve chest C, composed of a lower cylinder 16, an extension 12' of the header 12, a cylinder 17 and the extended portion 13' of the cover 13. Thus arranged, a duplex, multi-cylinder block engine, complete in itself, is provided, functioning to all intents and purposes as an eight cylinder ex losive engine.

isposed within the valve-chest C and having a common axis therewith is a ported gas pipe 18 fixed to the cylinder cover extension 13 by any suitable means, as by the set-screw 19. A pipe 18' connects with the top of the gas pipe and delivers gas thereto from a carburetor (not shown).

Within the annular space between the valve-chest C and the gas pipe 18 and closely but revolubly fitting these two members, is a rotary sleeve valve 20 fixedly secured to the bottom of which is the valve spindle 21. This spindle extends through the bearing 22, into the crank-case members 1 and 2 and is journalled in the bearings therein, 23 and 24. A gear 25 fixed on the spindle engages the gear 26 on the crank-shaft 3 and provides means to rotate the valve 20.

It will be observed that the outside of the valve has contact with the wall of the valve chest and the inside of the valve with the fixed gas pipe 18. Thus there are four engaging surfaces which, taken in connection with the hereinafter to be described oiling system which thoroughly luhricates these parts, provides quite effective non-gas-leakmg facilities for the valve assembly.

The direction of flow of the gas or engine combustible is from the interior of the pipe 18 toward the cylinders, but with a construction as just recited thereis sligkht opportunity for gas under pressure in t e cylinders to work back through these joints into the gas reservoir in ipe 18 as it must pass two thoroughly lubricated seats before reaching the latter.

Operable within the cylinders 10 and 11 are istons 27 and 28, respectivel connecting th of which is a piston- 29 which passes and 9 into the cylinders 6 and terminates in the cross-head 7 to which it is secured.

It will be observed that the two headers 9 and 12 are provided with piston-rod packing 30 and also have facilities for water-cooling by means of the cored chambers,31,-these 0 1a mbers communicating with the passages 32 within the water-jacket 33, the latter extending completely around the cylinders 10 and 11 and valve-chest C.

Opening out of the sides of the cylinders 10 and 11 in the cylinder block A are ports 34a, 34b, 34c and 34d, and inthe gas-pi 18,

"in respective alignment with these atter downwardly through the headers .12

ports, are openings 35a, 35b, 35c and 35d. 11 corresponding cylinders composing the cylinder block B are similar ports 36a, 36b, 36c, and 36d which are in ali nment with openings 37a, 37 b, 370 and 37 in the gaspipe 18. The two sets of aligning ports and openings in the two c linder blocks diverge at an angle of ninety dhgrees.

As can readily be seen by observin Fig. 4, the location, vertically, of'the cylinder ports 34a34d and 36a36d is such that a double explosion chamber is provided for each cylinder element, and that each piston receives, alternately, an explosive impact on each of its sides at the proper firing period.

To more clearly understand the construc tion of the sleeve valve 20 and how it funcsleeve valve. The dotted-line s uares shown in Fig. 12 simply represent relat ve positions of the cylinder ports with respect to the openings of the valve and have nothing to do with the valve structure itself.

The indicate that particular portion of the va ve surface which is in register with the cylinder port and the reference characters 7 denote which function the c linder is exercising at that time,these c aracters e, a, c and f representing, respectively, the four functions of a gas angina-namely exhaust, suction, compression and firing.

In considerin Fig. 12, first note the direction in which t e valve rotates (see arrow). The portion marked 0 on line 1-1 at the upper right-hand corner of the fi re repreport 34a is open to exhaust, and the c linder port 36a is drawing in a new, charge 0 gas,- or on suction, a, which is degrees in arrears of exhaust; When the valve has rotated forwardly 90 degrees the suction port in the valve will be brought from cylinder block B to cylinder block and the exhaust port in the valve will pass 'away from'the cylinder Eorts,see Fig. 15. The port in the cylinder lock B is now covered by a blank part of the valve, and compression, 0, is now taking place in that c linder. On the next uarter turn of the va ve both ports in the cy inders' are covered, see Fig. 16, block A cylinder is compressing and block B cylinder is firing, f. In Fi 17 the exhaust port of the valve has reac ed the cylinder in block B which is now exhaustin e, and the block A cylinder 'justase So by observing the .difierent Fi 14 to 17 inclusive, taken in connection wit Fig. 12 the functioning of the valve can be clearly seen. It must be borne in mind, however, that the Figs. .14 to 17 inclusive show the action of the valve on the upper line of cylin-- der ports only,-that is, ports 34a and 36a.

But the same action is taking place on all the other line of ports, 34b, 0, and d, and 36b, 0 and (I, so far as going through withthe regular sequence of operations'is concerned; howevenit willbe noticed by consulting Fig. 12 that the functions of the engine are delayed in their execution in each consecutive line of ports,- those in the upper line preceding those in the line next beneath by one quarter revolution of the valve. For ,instance. c, in line of ports 11 at the upper, right-hand corner of Fig. 12 is located on the vertical line 'ww; e, in line 2-2 is on vertical line wa',and soon in each line of ports below. v c

With this arrangement of ports and passages in the valve there is, in each cylinder block, but one execution of each function in every stroke of the pistons,or, stated-in another way, in every one-half revolution of the crankshaft. Thus the unit valve in my engine controls the e, s, c, and f for eight firing chambers, a duty which would require in the ordinary poppetvalve engine sixteen valves to handle.

And while, at the present time, I do not deem it necessa to enlarge on the possibilities of this met 0d of valve actuation, except to re Fer to it as a quite feasible propositlon, I v ll state that I- may elect to broaden the scope of action of m rotary valve by adding two other cyliner blocks with a crank-sha t therefor located in parallel relation to the present one. I would then have four cylirder blocks forming a square, with the unitvalve in the'center of the square. There would then be four cylinder blocks served b one single valve unit, performing ciently as it now does with the two blocks. The crank-shafts would be connected by gearing or other means and the power taken off at one connection point.

The outside exhaust passages 38A, serving cylinder block A and passage 38B serving cylin'der block B carry the exhaust gases from the valve exhaust ports and passages out of the engine. These passages, 38A and 88B, are located either above or below the plane in which are located the c linder ports 34a, 1), c and d, and 36a, 5, c an d,it being necessaryto so place them to avoid interference with the cylinder ports.

In Fig. 5 the course of the exhaust or burned gas from the cylinders may be traced.

It discharges first through the port 34a, then gasses into the verticallydisposed passage or epression 39 in the wall of the valve and thence through or around the circumferential passage 40 to the discharge opening 38A. These circumferential depressions 40 extend one-half around the periphery of the valve and are thus made so that communication may be had between the cylinder ports and the exhaust passages 38A and 38B,thesetwo latter being somewhat removed from the former;

' In describing the features and elements of the engine which pertainto the lubrication of the parts thereof I will call attention to the fact that as the cranks of this engine are what are termed opposed cranks, there is never any pressure above that of the atmosphere created in the crank-case.

Extending from the bottom of the crankcase 2 and risingto the top of the c linder 6 is a ipe 41. n this pipe is a chec -valve 42. needle-valve 43 controls the amount of oil it is desired to pass into the interior a of the cylinder 6.

From the upper interior end ofcylinder 6 a pipe 44, having thereon a check-valve 45, extends to an oil supply tank 46, from which latter a pipe 47 communicates with the up er interior end of the valve chest G. A nee le-' valve 48 provides close regulation of the oil supply tothe chamber 49 in which there is constantly a sufficient amount to lubricate v both sides of the sleeve valve 20. The tank 46 is filled by removing the plug 50.

length of the rod,the extreme ends of this hole being. plu ged. Branching ofi from this hole are oles 56 through the pistons 27 and 28 which latter holes provide lubrication for the cylinder walls. A small ball check-valve 57 1s laced near the bottom of the hole 55 to retain the oil therein and prevent its returning to the c linder 6.

Depending from the cy inder head 9 and surrounding the piston-rod is a sleeve 58 and when the cross-head is in up position thissleeve enters the counterbore- 53, which it closely fits as-seenlin Fig. 7.

The fee ing of the oil to the several parts is accom lished by the air pressurecreated in the cy inder 6 on the upward movement of the cross-head 7. V

Assume that the cross-head is in the up position as seen in Fig. 7 On its downward stroke a artial vacuum will be formed in the cylin er6 causing-oil to rise in the pipe 41 and a; certain amount to pass into the cylsure in the cylinder will rise and inder 6,-the amount dependin tent of opening of the nee le-valve 43.

After the cross-head has passed the vent 59,

on its downward stroke, the interior of the cylinder 6 will be restored to atmospheric pressure. j

On the upward stroke of the cross-head, after again passing the vent 59,- the air prespressure in the tan 46 from corresponding be forced to the valve chest 'on the downward stroke of the cross-head, has

been drawn into the cylinder 6 will be forced through the branch holes 54 into the longitudinal hole 55 and passing upwardly will flow through the branch holes 56, through the pistons on to the walls of the working cylinders 10 and 11. The object of the sleeve 56 is to give a more positive, or as it might be termed a two-stage pressure on the oil in the hole 55 assuring the passage of a certain amount of oil to the pistons on every upward stroke thereof.

Regulation of the final or extreme possible pressure in the cylinder 6 may be had by the adjustment of the relief valve 60. Accumulation of oil and dirt may be collected in the drain cup 61, from which it may be periodically drawn ofi.

While the foregoing discloses one method of providing forced-feed lubrication to the several movmg elements comprising an internal combustion engine having the characteristics of the one described and illustrated, I am more particularly concerned with the immediate lubrication of my rotary valve sleeve, in the accomplishment of which I preferably employ forced-feeding means of some sort.

The valve being in the form of a cylinder with an open top end surrounding the fixed gas ipe and disposed at the bottom of the oil 0 amber 49 gives assurance that both the inner and outer surfaces of the valve willbe properly lubricated, so long as there is oil in the chamber-particularly oil under pressure. It will be observed that the top end of the wall of-the valve is chambered 0th .ways so as to better guide the oil to the two valve surfacesrequirin lubrication.

Air raised in pressureby any convenient agent passes through the pipe 44 to the oil supply tank 46 from which the oil discharge is controlled by the valve 48 so that a regulated oil pressure is bad in the chamber 49.

The exhaust pipes 62 may be brought together in a common manifold and a single connection led to the muflier (not shown). The spark plugs 63 may be placed in any conon the ex roduce a" venient location around the periphery of the cylinder blocks.

Circulating water for cooling purposes enters the connection at 64 and discharges at connection 65. It will be observed by reference to Fig. 8 that, as shown, the water must pass aroundthe cylinder block A, then completely around the valve chest C and finally around the cylinder blockiB. This arran ment, however, may be varied to suit con tions.

The pistons are recessed on their tops and bottoms to provide combustion or explosion chamber space, and the cylinder ports are so located that the pistons, at the extreme end of their travel, just close them without overlap of the piston.

This provides not only considerable relief to the sleeve valve at the time of the initial impact of the explosion, but is of great advantage in the matter of more satisfactorily purging the cylinder of burned gas, a larger quantity remaining in the .cylinder did the piston pass the port to any considerable extent.

The operation of the engine differs in but few respects from the ordinary type of poppet-valve internal combustion engine. The usual igniter and ap aratus connected therewith, earburetor an other necessary accessories all similar. The novelty in construction consists primarily in the one piece valve operating in conjunction with cylinders having but one port which is used for both admission and exhaust.

As is obvious, an engine constructed on these lines may be assembled in a plurality of t'wo-cylinder-block units, of which I have shown and described but one unit; and when two such units are incorporated in the engine it would be the equivalent of a sixteen cylinder engine as usually constructedand occupy a space, longitudinally, of but slightly more than that required for an ordinary four cylinder type.

Having thus described my invention, what I claim is 1. A rotary valve mechanism for internal combustion engines comprisin in combination a casing having ports t erein so arranged as to provide communication between its interior and the interior of each cylinder in a plurality of multi-cylinder blocks, a fixed gas-mlet pipe concentrically disposed in said casing and spaced therefrom, a plurality of ports in said pipe radially and axially aligning, respectively, with the ports in said casing, a sleeve revolubly mounted interjacent said casing and said fixed gas-inlet pi e, a plurality of gas inlet ports in said s eeve .ada ted to intermittently register, respective y, with the ports in said gas-inlet pipe and the ports in said casing, a plurality of peripheral exhaust ports and c annels cut on the outer periphery. of said sleeve, a pluthe interior of said casing and into register with which said peripheral exhaust channels are adapted to be intermittently brought, and means to lubricate both the inner and the outer surfaces of said sleeve by oil from a supply in common and in which one end of said sleeve is submersed.

2. A rotary valve mechanism adaptable for use with an internal combustion engine which includes a plurality of axially aligning, double acting cylinders having a single gas port opening out of the side of each thereof at both its upper and lower ends, comprising in combination a cylindrical casing disposed adjacent said cylinders and in axial parallelism therewith, the interior of said casing intercommunicating with the interiors of said cylinders through said ports, a fixed gas-inlet pipe concentrically disposed within said casing and spaced therefrom, a plurality of ports through said pipe aligning, respectively, both radially and axially with the ports in said casing, a revoluble sleeve'interjacent said casing and said fixed gas-inlet pipe, a plurality of inlet ports in said revoluble sleeve passing through the wall thereof, adapted at predetermined times to register with the respective ports in said casing, a plurality of exhaust ports in, but

not perforating the wall of said revolublesleeve, said exhaust ports adapted, also, to register at predetermined times, with the respective ports in said casing, peripheral exhaust channels leading from said exhaust ports and terminating at points radially and axially spaced from said exhaust ports, a plurality of discharge openings leading out of said casing and disposed in axial alignment with the peripheral exhaust channels in said revoluble sleeve, respectively, a spindle on one end of said revoluble sleeve, and means to rotate said spindle.

3. A rotary valve mechanism adapted for use on an internal combustion engine cylinder, comprising in combination a casing ar-,

ranged on said cylinder inaxially parallel relation thereto, two ports providing communication between the interior of said cylinder and the interior of said casing, one of said ports being disposed near the top and the other near the bottom end of said cylinder, a revoluble sleeve operable in said casing, two gas inlet ports in said sleeve perforating the wall thereof and adapted to .be brought at predetermined times into register, respectively, with the ports in said casing, two exhaust ports cut partially through the wall of said sleeve and adapted, also, to be intermittently brought into register, respectively, with said casing ports, two channels cut on the outer periphery of said revoluble sleeve and extending, respectively, from said exhaust ports to points both axially and circumferentially removed therefrom, two discharge openings leading from the interior of said casing into register with which said peripheral channels are adapted to be intermittently and respectively brought, a fixed gas inlet pipe disposed within said sleeve, two ports in said pipe adapted to register, respectively, and at predetermined times with the inlet ports in said sleeve, a head adapted to receive and support one end of said fixed gas inlet pipe and to provide there in a chamber into which projects one end of said sleeve, .means to rotate said sleeve, and means whereby a supply of lubricant may be constantly available to fill said chamber. I

4:. A rotary valve mechanism adaptable for use on an internal combustion engine having a plurality of cylinder blocks, each thereof including a plurality of vertical,,

axially aligning cylinders, comprising in combination a cyllndrical casing, with axis vertically disposed, located centrally of said cylinder blocks, a single gas port leading out-Q wardly and laterally from both the upper and the lower interior portions of each of said cylinders, all thereof adapted to provide communication between the interiors of said cylinders and the interior of said easing, two

gas discharge openings leading out of said casing and adapted to serve, respectively, the upper and lower portions of each of said cylinders, a fixed gas pipe concentrically mounted in said casing and spaced therefrom, a plurality of inlet gas ports in said fixed gas pipe radially aligning, respectively, with the ports in said cylinders, a sleeve valve, having an open upper end, revolubly disposed interjacent said casing and said fixed gas pipe, a plurality of inlet gas ports in said valve intermittently aligning, respectively, with the ports in said'cylinders, a plurality of periph 'eral exhaust ports in said valve intermittently aligning, respectively, with the ports in said cylinders, a peripheral exhaust channel leading away from each of said peripheral exhaust ports, said channels adapted, respectively, to intermittently align with the gas discharge openings from said casing; a stem 

